Details
1964 FERRARI 330 GT 2+2 COUPE
COACHWORK BT PININFARINA
Registration No LTR 735F
Chassis No. 330 GT 6879
Engine No. 6879 GT
Engine: 209 series, Vee twelve cylinder, 60°, single overhead camshaft per bank, two overhead valves per cylinder, light alloy block and cylinder heads, 3,967cc, bore and stroke 77mm x 71mm, compression ratio 8.8:1, 300 bhp at 6,600 rpm, triple Weber 40 DCN carburettors, twin Marelli distributors. Transmission: single dryplate clutch, four-speed all synchromesh with electric overdrive on 4th gear, live rear axle, ZF limited slip differential. Suspension: front, independent with wishbones, coil springs, adjustable telescopic Koni shock absorbers, anti-roll bar, rear, semi-elliptic leaf springs with hydraulic shock absorbers and coil springs units, parallel trailing arms. Brakes: four-wheel dunlop discs and callipers with tandem master cylinders, twin servos, front and rear brake circuits independent. Wheels and tyres: 15 inch Borrani centre lock wire spoked wheels with 205 70 VR x 15 Pirelli P5s. Right hand drive.
The success of the 250 GTE 2+2 as Ferrari's first four seater GT car introduced in 1962 led Enzo Ferrari to experiment with his own car by fitting the new 4-litre V12 engine from the 400 Superamerica. This new 209 series engine developed 300bhp and was thoroughly tested both in competition Ferraris - the TRi 330LM won the 1962 Le Mans 24 hour race and in 1963 was used in the 330LM Competition Berlinettas - and in the limited edition 400 Superamerica 'Aerodynamico' GT Touring Cars. This new more powerful engine became the natural evolutionary development of the 250 GTE and in January 1964 the all new 330 GT 2+2 was unveiled at the traditional first of the year Ferrari press conference.
Mechanically the 209 series engine had been internally modified to improve water circulation in the block and the four-speed all synchromesh gearbox had a modified Laycock overdrive which automatically cut out when 4th gear was disengaged. The chassis was increased to 2.65 metres wheelbase, Koni shock absorbers were standard and the Dunlop disc brakes were redesigned with the front and rear circuits now independant of each other with their own servo master cylinder and fluid reservoir.
The aesthetic appearance was much starker than than its predecessor and yet the curves were still smooth and the sloping bonnet line ended with the traditional Ferrari grille. Four headlamps were a concession to the fashion of the period and have since become the identifying feature of the Series I model. Internally the space was greatly improved with greater legroom for rear seat passengers, seperate heating and ventilation for passenger and driver were now individually controlled. An all-new dashboard design fully trimmed with anti-glare black leather incorporated all the instruments and controls in front of the driver for easy reading and convenient finger tip control. The 330 GT was revised as a Series II in mid 1965 with single headlights and five speed gearbox and was replaced at the end of 1967 with the 365 GT 2+2. In the four years of production, 1000 examples had been produced, furnishing the success of the 2+2 formula that had begun in early 1961.
This Series I version is a virtual Concours d'Elegance example. In 1988/89 this car underwent a total restoration by Hexagon of Highgate and by the end of the rebuild the car is known to have cost the owner in excess of (100,000. It has a particularly interesting early history: the original owner was Jimmy, Stewart the brother of Jackie who became the three times world champion. It is known that Jimmy modified and tuned the engine to provide in his mind the ultimate 330 GT Ferrari. The recorded mileage is 63,400 and the old MoT certificates are available for inspection. This truly is an exceptional example of the marque in which to enjoy genuine Grand Touring.
COACHWORK BT PININFARINA
Registration No LTR 735F
Chassis No. 330 GT 6879
Engine No. 6879 GT
Engine: 209 series, Vee twelve cylinder, 60°, single overhead camshaft per bank, two overhead valves per cylinder, light alloy block and cylinder heads, 3,967cc, bore and stroke 77mm x 71mm, compression ratio 8.8:1, 300 bhp at 6,600 rpm, triple Weber 40 DCN carburettors, twin Marelli distributors. Transmission: single dryplate clutch, four-speed all synchromesh with electric overdrive on 4th gear, live rear axle, ZF limited slip differential. Suspension: front, independent with wishbones, coil springs, adjustable telescopic Koni shock absorbers, anti-roll bar, rear, semi-elliptic leaf springs with hydraulic shock absorbers and coil springs units, parallel trailing arms. Brakes: four-wheel dunlop discs and callipers with tandem master cylinders, twin servos, front and rear brake circuits independent. Wheels and tyres: 15 inch Borrani centre lock wire spoked wheels with 205 70 VR x 15 Pirelli P5s. Right hand drive.
The success of the 250 GTE 2+2 as Ferrari's first four seater GT car introduced in 1962 led Enzo Ferrari to experiment with his own car by fitting the new 4-litre V12 engine from the 400 Superamerica. This new 209 series engine developed 300bhp and was thoroughly tested both in competition Ferraris - the TRi 330LM won the 1962 Le Mans 24 hour race and in 1963 was used in the 330LM Competition Berlinettas - and in the limited edition 400 Superamerica 'Aerodynamico' GT Touring Cars. This new more powerful engine became the natural evolutionary development of the 250 GTE and in January 1964 the all new 330 GT 2+2 was unveiled at the traditional first of the year Ferrari press conference.
Mechanically the 209 series engine had been internally modified to improve water circulation in the block and the four-speed all synchromesh gearbox had a modified Laycock overdrive which automatically cut out when 4th gear was disengaged. The chassis was increased to 2.65 metres wheelbase, Koni shock absorbers were standard and the Dunlop disc brakes were redesigned with the front and rear circuits now independant of each other with their own servo master cylinder and fluid reservoir.
The aesthetic appearance was much starker than than its predecessor and yet the curves were still smooth and the sloping bonnet line ended with the traditional Ferrari grille. Four headlamps were a concession to the fashion of the period and have since become the identifying feature of the Series I model. Internally the space was greatly improved with greater legroom for rear seat passengers, seperate heating and ventilation for passenger and driver were now individually controlled. An all-new dashboard design fully trimmed with anti-glare black leather incorporated all the instruments and controls in front of the driver for easy reading and convenient finger tip control. The 330 GT was revised as a Series II in mid 1965 with single headlights and five speed gearbox and was replaced at the end of 1967 with the 365 GT 2+2. In the four years of production, 1000 examples had been produced, furnishing the success of the 2+2 formula that had begun in early 1961.
This Series I version is a virtual Concours d'Elegance example. In 1988/89 this car underwent a total restoration by Hexagon of Highgate and by the end of the rebuild the car is known to have cost the owner in excess of (100,000. It has a particularly interesting early history: the original owner was Jimmy, Stewart the brother of Jackie who became the three times world champion. It is known that Jimmy modified and tuned the engine to provide in his mind the ultimate 330 GT Ferrari. The recorded mileage is 63,400 and the old MoT certificates are available for inspection. This truly is an exceptional example of the marque in which to enjoy genuine Grand Touring.